Internal combustion engine



Oct. 23, 1934. w J, MCBRIDE 1,978,214

INTERNAL COMBUSTION ENGINE Filed Dec. 22, 1932 2 Sheet S-Sheet l Oct.23, 1934. w. J. M BRIDE INTERNAL COMBUSTION ENGINE Filed Dec. 22, 1932 2Sheets-Sheet 2 mnV m wv WWW. ay 22:51 y... mm mm fmon q Nb Patented Oct.23, 1934 PATENT OFFICE UNITED STATES Claims.

My invention relates to internal combustion engines, and moreparticularly to two-cycle engines of this character.

It is an object of the invention to provide means I for introducing intothe combustion chamber of the engine, a full supply of gas at the propermoment in the movement of the piston in the cylinder and to provide forthe iree scavenging of the burnt gases from the cylinder.

The invention further contemplates the provision of means-forintroducing the fuel to. the combustion chamber through passages in thecrank shaft and the crank case.

I further desire to do away with the operation of valves in the fuelline which ordinarily tend to become clogged and to add to the noise ofthe operation of the engine.

I also have as an object'to so form the piston that it will assist inthe directing of the incoming and outgoing gases from the combustionchamher.

In the drawings herewith Fig. 1 is a central longitudinal sectionthrough a two-cycle internal combustion motor equipped with myinvention.

Fig. 2 is a transverse sectionon the plane 2--2 of Fig. 1. r

Fig. 3 is a. side view partly in elevation and partly in section on theplane 3-3 of Fig. 1.

Fig. 4 is a vertical section taken on the plane 4-4 of Fig. 1.

In carrying out my invention I desire to form v the engine of extremelysimple and strong construction so that it may be cheaply constructed andwill last without danger of rapid wear and deterioration. In so doing Iform a crank case 1 which, when seen from the end thereof as is shown inFigs. 3 and 4, is partially cylindrical in shape. Each end of thecylindrical case is closed by a circular plate 2 which telescopes withinthe cylindrical end of the case and has a flange 3 fitting against theend of the case and secured thereto by bolts or other desired means.There is a laterally extending cylinder at each end of the crank case,and I form an opening 4 directly below said cylinder which is closed inuse by a plate 5 shown best in Fig. 4, this plate being held in closesealing engagement in the opening by means of cap screws 6. The crankshaft '7 is supported in the end plates 2 by means of bearing sleeves orbushing 8, said bushings are situated within the openings through theplates 2 and may be of desired bearing metal to support the shaft duringits rotation. The bushing 8' at one end of the crank case is extendedinto the recessed inner side of a fly wheel 9 which may be employed inbalancing the operation of the motor and may also serve as a pulley inthe transmission of power from the engine to some operated device. Theprincipal duty of this wheel is, however, to balance the operation ofthe motor. Said. fly wheel is fitted upon the tapered end 10 of thecrank shaft and is held thereon by a nut 11.

Intermediate the ends of the crank case, the shaft is supported by ablock or plate 12, the construction of which is shown best in Figs. 1and 3. With reference particularly to Fig. 3, it will be noted that theblock is divideddiametrically on a horizontal plane. The upper section13 of the support block is fitted within the cylindrical in- 7 terior ofthe crank case and has a channel or recess 14 extending into the blockfrom one side of the crank .case through which the fuel may findentrance to the interior of the crank case. The lower half 15 of thesupporting block or plate 12 has two lateral arms 16 which are bolted bycap screws 17 to the upper block 12. The lower arm to which the numeral15 is applied is secured in position within the crank case by a bolt orscrew 18 extending upwardly through the crank case into the said arm 15.Both the upper and lower portions of the supporting block are formedwith an annular channel 19 which surrounds the crank shaft and furnishesa passage for fuel from the recess 14 to the crank shaft.

The crank shaft is hollowed out for part of its length to furnish apassage 20 therein for the fuel. There are radial openings 21 from theinterior passage to the annular channel 19 so that fuel may enter theinterior of the shaft at any time in its rotation. As will be seen fromFig. 1, the interior passage 20 in the crank shaft passes through thecrank arms 22 into the wrist pins 23 to which the connecting rods 24 aresecured. The ends of the passage 20 are closed by threaded plugs 23a aswill be seen particularly from Fig. 1.

The cylinders 25 are shown as two in number. They are preferably formedat their inner ends integrally with the crank case and also integrallywith each other. They have at their outer ends a cap plate 26 which actsas a cylinder head on each of the cylinders. There is a water passage 27about the casings of the cylinders through which cooling water may becirculated through the pipe 28 in the usual manner. At the end of eachcylinder, the head of the cylinder is formed with a threaded opening toreceive the spark plug 29 of the usual character. The ends of thesespark plugs project into the combustion chamber and into the cylinderheads.

Each cylinder has a liner or sleeve31 in which the piston 32reciprocates. This liner'is fitted within a recess or seat 33 in theinner wall of the cylinder as shown best in Fig. 4. The upper end of theliner fits against an inner annular flange 34 on the cylinder head thusforming a continuous inner wall for the chamber in which the pistonoperates.

At opposite sides of the liner 31 are exhaust ports 35 for the burnt gasin the cylinder. Outlets 36 connecting with these ports serve to conductthe exhaust gases to the atmosphere.

On opposite sides of the liner and spaced about 90 from the exhaustports are the intake ports- 38. It will be noted that I have shown twoexhaust ports 35 at each side of the liner 31, and two intake ports 38also therein, it being understood, however, that. but one port insteadof a pair of ports at each side may be used if desired. The intake portsare spaced slightly lower on the liner than are the exhaust ports aswill be noted particularly from Fig. 4, thus allowing the exhaust totake place before the intake ports are fully open.

The pistons 32 are fitted closely within the liner cylinders 31. Theyare closed at the upper end and have projecting from the upper surface asomewhat wedge-shaped baffle 39. This baflle extends at its ends shortof the side of the piston. The ends of the baflle are presented towardthe intake ports and the sloping sides are presented toward the exhaustports. This baille tends to allow the exhaust gases to flow more freelyfrom the cylinder during the working of the piston.

The connecting rods 24 are secured pivotally through the piston to thewrist pins 40 and the lower end of each connecting rod is secured to thearm of the crank shaft in the usual way by means of a cap plate 41secured to the flanges 4 on the lower end of the rod.

The lower cap plate 41 of the connecting rod is provided with a slot 43centrally between'its ends to provide a passage which is adapted toregister with the radial opening 44 in the crank shaft during therotation of said shaft so as to allow a passage of fuel through thehollow crank shaft and through the slot 43 to the interior chamber 45 inwhich the arm of the crank shaft rotates.

' As will be seen from Figs. 2 and 3, the fuel line enters the crankcase midway between the ends thereof so as to communicate with thepassage 14 in the central bearing plate 13. There is a fitting 46 whichis connected with the crank case so as to register with the passage 14.This fitting has an interior chamber or passage 47 with an air controlvalve 48 therein, said valve normally closing the air inlet 49. It isheld by gravity in position closing the opening. The stem 50 of thevalve is fitted within the guide plug 51 screwed within an opening inthe side of the fitting, said opening being closed by cap plug 52. Thefuel finds entrance to the chamber 47 through an inlet passage 53controlled by a needle valve 54 having an arm 55 thereon connected withthe throttle lever in the usual manner, not shown. The fuel enters thechamber 56 in which the needle valve operates through the usual fuelline 57. It will be seen that the fuel may be fed into the mixingchamber 47 where air is added thereto and from thence it will passthrough the passage 14 and into the crank shaft and from thence totheinterior of the crank case. v

From thence the gas may pass to the interior of the cylinders throughpassages 58 in the walls of the cylinders and outside the liners asshown particularly in Fig. 1. I have shown two opposite passages 58 sothat there will be a suitable volume of gas conducted into the cylinderabove the piston and will assure a free flow of the fuel to thecombustion chamber as is indicated in the cylinder at the left of Fig.1.

In the operation of my device, the fuel will have free entrance to thecrank case and from thence to the cylinder at a certain portion of eachrevolution of the crank shaft. when the explosion takes place drivingthe piston down to the lower end of its stroke, as shown at the left ofFig. 1, the exhaust ports will be forced open through the passing of theend of the piston by these ports. Immediately thereafter the inlet portsfor the new fuel will be opened and the fuel will rush in, as shown bythe arrows. This fuel is directed upwardly and will tend to fill theupper portion of the chamber driving the exhaust gases more forciblyfrom the cylinder through the exhaust ports as will be obvious from thedrawings.

It is also to be noted that as the piston moves downwardly the gas inthe chamber of the crank case below each piston will be compressed sothat such gas will be forcibly projected into the combustion chamber.When on the return stroke the piston moves upwardly the ports will beclosed and the gas in the combustion chamber will be compressed adjacentto the spark plugs where it will be evenly ignited. The upward movementof the piston will tend to draw more gas into the crank case below thepiston. This will be permitted by the registration of the slot 43 in thebearing of the connecting rod with the opening 44 in the shaft and therewill hence be drawn into the chamber in the crank case a plentifulsupply of fuel.

It is to be noted that each cylinder is provided with a separate chamberin the crank case, and that this chamber is not large but is entirelysumcient to accommodate the gas required. However, because of itssmaller size, it is readily responsive to a demand for fuel as theengine is speeded up and there will therefore be a positive andplentiful feed of fuel to the combustion chamher. It will be seen thatthere are no poppet valves controlling the entrance of fuel, and thatthere is no part which will tend to become clogged in the operation ofthe device. Furthermore, the manner in which the gas is allowed to enterthe cylinder while the exhaust gases are being discharged will assist inthe complete scavenging of the burnt gases thus tending to keep thecylinder from fouling. The advantages of this construction will beapparent to those skilled in the art.

Having described my invention, what I claim is:

1. A two-cycle internal combustion motor, including a crank case, acrank shaft rotatable therein, said crank shaft having an axial channeltherein, a cylinder connected with said crank case, a piston in saidcylinder connected with said crank shaft, means including saidconnection between said piston and crank shaft to control the feed offuel through said crank shaft to said crank case, inlet passages forfuel from said crank case opening to said cylinders above said piston,and exhaust ports from said cylinder, saidports 145 being controlled bysaid piston.

2. A two-cycle internal combustion motor including a crank case, a crankshaft rotatable, a crank arm on said crank shaft, a cylinder on saidcrank case, a piston in said cylinder, a connecting 150 rod connectingsaid piston and said crank arm, a fuel passage through said crank shaftand crank arm, to the interior of said crank case, means on saidconnecting rod to limit the discharge of fuel to said crank case,passage for fuel from said crank case to said cylinder and exhaust portsfrom said cylinder.

3. A two-cycle internal combustion motor including crank case, a crankshaft rotatable, a crank arm on said crank shaft, a cylinder on saidcrank case, a piston in said cylinder, a connecting rod connecting saidpiston and said crank arm, a fuel passage through said crank shaft andcrank arm, to the interior of said crank case, an outlet from said crankarm to said crank case for fuel, a bearing sleeve on said connectingrod, said sleeve closing said outlet through part of the rotation ofsaid shaft, a passage for fuel from said crank case to said cylinder andexhaust ports from said cylinder.

4. An internal combustion engine including a crank case, laterallyextending cylinders thereon,

a crank shaft journalled for rotation in said crank case, a centralsupporting block in said crank case for said shaft, said shaft having anaxial fluid passage therein, means to feed fuel through said block tosaid passage, pistons in said cylinders, connecting rods for saidpistons connected with said shaft and controlling the feed of fuel fromsaid shaft to said crank case, means to conduct fuel from said crankcase to said cylinders, and exhaust ports in said cylinders.

5. An internal combustion engine including a crank case, laterallyextending cylinders thereon, a crank shaft journalled for rotation insaid crank case, a central removable supporting block in said crank casefor said shaft, said shaft having an axial fluid passage therein, meansto feed fuel through said block to said passage, pistons in saidcylinders, connecting rods for said pistons connected with said shaftand means on said rods to control the feed of fuel from said shaft tosaid crank case.

WALTER J. McBRIDE.

